Container Auto-Lock System

ABSTRACT

A container according the present application includes a container auto-lock system. The container auto-lock system is integrated into the outboard apertures of the lower castings of a domestic sized container. The container auto-lock system includes a locking mechanism which is configured to recess when the container is lowered onto a surface lacking an acceptable receiving aperture. The locking mechanism is also configured to automatically lock when placed on top of a domestic sized container. The container auto-lock system is configured to be compatible with international sized container by allowing the inboard apertures on each lower casting to be available for attaching the domestic container on top of an international container with a conventional locking device.

BACKGROUND

1. Field of the Invention

The system of the present application relates to a freight containerauto-lock system and method for operating the system.

2. Description of Related Art

Freight containers are commonly used for transporting cargo by ship andrail. Typically freight containers are rectangular and exist in varioussizes. A typical freight container has corner castings, or castings nearthe corners. The castings have one or more apertures which areconfigured for coupling together adjacent containers. Many freightoperators use inter-box connectors (“IBC's”) to attach stacked freightconnectors together. IBC's are non-integral with the containersthemselves. Furthermore, the IBC's are manually operated to connect thestacked containers via the corner castings. It is desirable for afreight operator to unload freight containers from a rail as expeditiousas possible.

Referring to FIG. 1, an IBC 101 is illustrated in conjunction with alower container 103 and an upper container 107. Four IBC's 101 attachlower container 103 to upper container 107 via a casting 105 and 109 ineach mating corner of containers 103 and 107. During a typical unloadingprocedure, a person must manually unlock each IBC 101 so that uppercontainer 107 can be vertically removed via a hoist, crane, or the like.Next, a person removes and stows each IBC 101 so that lower container103 can then be removed. Loading and attaching of lower container 103and upper container 107 is generally the reverse process associated withthe above unloading procedure. The manual locking/unlocking and stowingof each IBC 101 requires substantial time and effort. Furthermore, eachIBC 101 is of a thickness that produces a gap 111 between lower andupper containers 103 and 107. Typically gap 111 is approximately between1-2 inches; however, gap 111 represents valuable space.

Although great strides have been made in the field of securing freightcontainers, considerable shortcomings remain.

DESCRIPTION OF THE DRAWINGS

The novel features believed characteristic of the system are set forthin the description. However, the system itself, as well as, a preferredmode of use, and further objectives and advantages thereof, will best beunderstood by reference to the following detailed description when readin conjunction with the accompanying drawings, wherein:

FIG. 1 is a partial cross-sectional view of a conventional inter-boxconnector;

FIG. 2 is a perspective view of a container having a container auto-locksystem according the preferred embodiment of the present application;

FIG. 3 is a perspective view of a international type container;

FIG. 4 is a stylized partial cross-sectional view of the container ofFIG. 2, according the preferred embodiment of the present application;

FIG. 5 is a stylized partial cross-sectional view of the container ofFIG. 2, according the preferred embodiment of the present application;

FIG. 6 is a stylized partial cross-sectional view of the container ofFIG. 2, according the preferred embodiment of the present application;

FIG. 7 is a stylized partial cross-sectional view of the container ofFIG. 2, according the preferred embodiment of the present application;

FIG. 8 is a stylized partial cross-sectional view of the container ofFIG. 2 shown stacked onto a platform surface;

FIG. 9 is a stylized partial cross-sectional view of two containersstacked on top of each other;

FIG. 10 is a stylized partial cross-sectional view of the container ofFIG. 2 shown stacked onto an international sized container; and

FIG. 11 is a stylized partial cross-section view of the container ofFIG. 2, according the preferred embodiment of the present application.

While the system of the present application is susceptible to variousmodifications and alternative forms, specific embodiments thereof havebeen shown by way of example in the drawings and are herein described indetail. It should be understood, however, that the description herein ofspecific embodiments is not intended to limit the system to theparticular forms disclosed, but on the contrary, the intention is tocover all modifications, equivalents, and alternatives falling withinthe spirit and scope of the system as described herein.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

Illustrative embodiments of the system of the present application aredescribed below. In the interest of clarity, not all features of anactual implementation are described in this specification. It will ofcourse be appreciated that in the development of any such actualembodiment, numerous implementation-specific decisions must be made toachieve the developer's specific goals, such as compliance withsystem-related and business-related constraints, which will vary fromone implementation to another. Moreover, it will be appreciated thatsuch a development effort might be complex and time-consuming, but wouldnevertheless be a routine undertaking for those of ordinary skill in theart having the benefit of this disclosure.

Referring to FIG. 2, a container 201 having a container auto-lock system(“CALS”) 203 according to the present application is illustrated.Container 201 is a WTP (wide-to-pick) domestic sized container typicallyhaving a length l₁ of 53′ and a width w₁ of 102″. Container 201typically has a height h₁ of 102″, but the height dimension is notcritical and could be of any practical height. Container 201 has anupper casting 207 and a lower casting 205. Container 201 also includesside posts 2 227 and headers 229, which provide structural loads pathsbetween upper castings 207 and lower castings 205. CALS 203 ispreferably integrated into each lower casting 205 on container 201. Analternative embodiment of CALS 203 may be integrated into other areas ofcontainer 201, such as on the top or even side of container 201. CALS203 is configured to be compatible with freight containers of a varietyof sizes, as described further herein.

Referring also to FIG. 3, a container 301 is illustrated. Container 301is an international type container typically having a length l2 of 40′and a width w2 of 96″. Container 301 typically has a height h₂ of 102″,but the height dimension is not critical and could be of any practicalheight. Container 301 has a lower casting 305 and an upper casting 307.

Containers 201 and 301, as well as other sized containers, are typicallystacked during transport and storage. Lifting mechanisms typically usehydraulically actuated arms and lift attachments to spread to theappropriate width and attach to the container through the uppercastings. Containers 201 and 301 can be transported via a variety ofmeans, such as by train and trailer.

FIGS. 4-6 are schematic cross-sectional views through container 201 inorder to illustrate CALS 203 in further detail. CALS 203 is configuredfor automatically securely locking container 201 when container 201is: 1) stacked on top of another domestic container 201, 2) stacked ontop of a railcar having a receiving aperture, 3) stacked on top of atrailer having a receiving aperture, and 4) locking container 201 to anydevice having receiving apertures for CALS 203. Similarly, CALS 203 isconfigured for automatically unlocking container 201 when container 201is lifted off from on top of: 1) another container 201, 2) a railcarhaving a receiving aperture, 3) a trailer having a receiving aperture,and 4) any device having receiving apertures for CALS 203. Furthermore,CALS 203 is configured to be compatible with non-domestic containers,such as international container 301, and other platform surfaces.Locking mechanism 209 is configured to automatically retract and recesswhen container 201 is placed upon a platform surface that does not havean aperture configured to receive locking mechanism 209. Thiscompatibility feature of CALS 203 allows container 201 to be stored andtransported in a wide variety of scenarios.

Container 201 preferably includes four lower castings 205. Each lowercasting 205 has an inboard aperture 211 and an outboard aperture 213.CALS 203 includes a locking mechanism 209 within each outboard aperture213 of lower casting 205. Inboard aperture 211 of each lower casting 205is void in order to accommodate conventional locking mechanisms used tolock domestic container 201 on top of international container 301, asshown in FIG. 10. Locking mechanism 209 is integral with each lowercasting 205 such that locking mechanism 209 remains as part of casting205 during operation. However, it is preferred that locking mechanismmay be removable from casting 209 for maintenance, inspection, and thelike. Furthermore, conventional castings may be retrofitted with CALS203, which is described further herein regarding FIG. 11. Lockingmechanism 209 is schematically shown in FIGS. 5 and 6. Locking mechanism209 is configured to recess, when container 201 is lowered onto aplatform surface 901 without a receiving aperture configured to receivelocking mechanism 209, as shown in FIG. 8. A device 215, which isschematically shown in FIGS. 5 and 6, allows a plunger 217 and a beak219 to recess within casting 205. Device 215 is preferably a springmember capable of compressing, but device 215 may be any mechanism whichresistibly allows plunger 217 to recess into casting 205 due to thecompressive force from container 201 being lowered onto platform surface901. For example, device 215 may be elastomer material configured todeform and provide the necessary spring force. Plunger 217 is operablyassociated with device 215. Plunger 217 preferably includes a durablemetal capable of withstanding bearing forces that may occur duringtransport of container 201. Beak 219 is configured to selectively keeplocking mechanism 209 attached to a mating aperture.

Although CALS 203 is shown in terms of plunger 217, device 215, and beak219; it should be appreciated that a wide variety of mechanisms andmembers may be used to perform the desired functionality. For example,one embodiment may include a twist lock mechanism to selectively lockand recess. For example, the twist lock mechanism may twist to a lockingpoint when container 201 is lowered onto receiving apertures. Further,the twist lock mechanism may selectively unlock container 201 fromreceiving apertures when container is lifted with the appropriatelifting force.

Referring now to FIGS. 7 and 8, an embodiment of locking mechanism 209is shown in further detail. FIG. 7 illustrates locking mechanism 209 inan extended position, which automatically occurs due to a spring forceexerted by spring device 215. FIG. 8 illustrates locking mechanism 209in a compressed position, which occurs when container 201 is placed uponplatform surface 901. Platform surface 901 may be any surface not havingan aperture capable of receiving locking mechanism 209. For example,platform surface 901 may be a ground surface, a railcar, a trailer, acontainer, a deck of a ship, to name a few. Even though lockingmechanism 209 is shown entirely within lower casting 205, it should beappreciated that locking mechanism may be partially located with hollowportions of side post 227. As such, lower casting 205 may includeopenings to allow for functionality of locking mechanism 209.

Referring now to FIG. 9, container 201 is illustrated in a stackedposition with locking mechanism 209 attached to a mating aperture. InFIG. 9, the mating aperture is an upper casting 207 on a lower container201. It should be appreciated that a mating aperture similar to upperaperture 221 may exist on other transportation objects, such on arailcar, a trailer, a deck of a ship, to name a few. For example, upperaperture 221 may be integrated into a railcar. When container 201 isplaced on top of container 201, beak 219 allows plunger 217 to enterupper aperture 221 past an aperture lip 223. Further, spring device 215provides more resistance than beak 219 requires in overcoming aperturelip 223. During removal of upper container 201 from lower container 201,a lifting mechanism is used to lift upper container 201 vertically offof lower container 201. In the preferred embodiment, locking mechanism209 is configured so as to require approximately 1200 lbs of liftingforce for beak 219 to release and overcome aperture lip 223. Beak 219 ispreferably configured with a spring 225 to provide the resistancenecessary for locking mechanism 209 to release when container 201 issubjected to the necessary lifting force. Beak 219 and spring 225 areconfigured to prevent locking mechanism 209 from releasing prematurely.It should be appreciated that the resistance provided by beak 219 andspring 225 may be specifically tailored to provide more or lessresistance, depending on the scenario. For example, if it is determinedthat container 201 needs to be able to withstand a higher aerodynamicload, then beak 219 and spring 225 may be tailored to release at ahigher force threshold. A sight opening 233 in upper casting 305 allowsan inspector to make visual contact with beak 219 in order to confirmthat beak 210 is securely in the locked position. Beak 219 is preferablyof a distinguishably color or finish so facilitate the inspector makingvisual contact with beak 219 through sight opening 233.

It should be appreciated that locking mechanism 209 may include otherfeatures, such as bearing type devices to keep plunger 217 from bindingas it moves in and out of aperture 213. Locking mechanism 209 may alsoinclude one or more sensors to communicate to an operator whether eachlocking mechanism 209 is in an unlocked position or locked position. Inaddition, locking mechanism 209 may include a stop device which preventsplunger 217 from being pulled against spring 215 when container 201 islifted off from a mating aperture.

Referring now to FIG. 10, container 201 is shown stacked uponinternational container 301. Due to the size differential betweencontainer 201 and container 301, an upper casting 307 of container 301aligns with inboard aperture 211 of container 201. As such, lockingmechanism 209 in outboard aperture 213 allows for container 201 to belocked to container 301 via a conventional IBC 101 installed in theinboard aperture 211, as shown in FIG. 10.

Referring to FIG. 11, CALS 203 is shown as preferably being retrofitableinto existing lower casting of convention domestic sized containers. Inthe embodiment shown in FIG. 11, locking mechanism 209 is positionedwithin a retrofit member 231. The retrofit member 231 is sized to beattached inside outboard aperture 213 in order to retrofit conventionallower castings 205 to form a container 201 having CALS 203. Retrofitmember 231 may be attached to lower casting 205 with removablefasteners, or the like. Retrofit member 231 may also be permanentlyattached to lower casting 205 in a welding procedure, or the like.

CALS 203 provides significant cost and time savings during containerloading and unloading procedures. For example, conventional domesticcontainers were stacked on top of each other with an IBC 101 in eachcorner. A typically loading procedure would include a lifting mechanismlifting a lower container onto a railcar. Next, the lifting mechanismwould have to wait for a worker to climb a ladder onto the railcar andwalk on a platform to install an IBC 101 in each stacking casting of thelower container. This is often a dangerous and time consuming task. Thelifting mechanism would then lower an upper container onto the lowercontainer, thereby sandwiching each IBC 101. The worker would thenreturn to the platform and manually lock each IBC 101. A conventionalunloading procedure is approximately opposite from the loadingprocedure.

CALS 203 provides a method of loading a railcar which is safer and moreefficient. According the preferred method, a lower container 201 havingCALS 203 is lowered onto a railcar via a lifting mechanism. Next, anupper container 201 is lowered onto lower container 201. CALS 203 allowsfor upper container 201 to automatically lock into lower container 201,as shown in FIG. 9. Because the locking is automatic, a worker does nothaving to manually lock the two containers together. Moreover, thelifting mechanism does not have to wait for a worker to install anyIBC's.

Conversely, CALS 203 provides a method of unloading containers 201 froma railcar. According to the preferred method, upper container 201 issimply hoisted off from lower container 201 via the lifting mechanism.Because locking mechanism 209 is configured to release at a forceapplied by the lifting mechanism, the release of upper container 201from a lower container 201 is automatic. As such, manual unlocking isnot required. The lifting mechanism can then remove lower container 201without having to wait for a worker to remove and stow any IBC's.

CALS 203 provides a method storing multiple containers 201 on top ofeach other. Typically, unloading containers 201 from multiple railcarstakes place in a facility configured to efficiently unload thecontainers from the railcar, and store the containers until eachcontainers can be loaded onto a tractor-trailer, or other means oftransportation. A typical facility of this sort has limited space, assuch; it is beneficial if a plurality of containers can be stacked ontop of each other. CALS 203, according the present application, providesa method for stacking multiple containers 201 at an unloading facility.The method includes a first container 201 being unloaded from a railcarand onto a ground-like surface, such as platform surface 901 (shown inFIG. 8). As first container 901 is placed upon surface 901, each lockingmechanism 209 automatically recesses so as to be compatible with surface901. Secondly, a second container 201 is unloaded from the railcar andplaced on top of first container 201. In doing so, each lockingmechanism 209 of second container 201 automatically locks into eachupper aperture 221 of first container 201. Thirdly, a third container201 is unloaded from the railcar and placed on top of second container201. In doing so, each locking mechanism 209 of third container 201automatically locks into each upper aperture 221 of second container201. The process continues until a desired number of containers 201 arelocked together. For example, ten containers 201 may be stacked on topof each other. Such heights would make the use of IBC's to lock andstore conventional containers very unpractical.

Further, CALS 203 is configured to require less overall height ascompared to a conventional system using IBC's 101. For example, aconventional IBC 101 requires gap 111, as shown in FIG. 1. In contrast,CALS 203 includes locking mechanism 209 that does not require such agap. As such, this space may be utilized by increasing the overallheight of container 201, thereby increasing the space within container201. Further, the space may simply be utilized to decrease the overallheight of stacked containers, thereby decreasing the aerodynamic loadingduring transport, while also improving the clearance between the uppercontainer and overhead obstacles, such as bridges. Even further, theabsence of the gap may be utilized in partially increasing the height ofeach lower casting 205.

It is apparent that a system with significant advantages has beendescribed and illustrated, including: 1) providing a container auto-locksystem which automatically locks vertically stacked domestic sizedcontainers; 2) providing a container auto-lock system which allows adomestic sized container to be stacked on top of an international sizedcontainer and locked via a conventional IBC; 3) providing a containerauto-lock system which can recess so as to be stacked on top of aplatform lacking a receiving aperture; 4) providing a containerauto-lock system which is integral and travels with the container; and5) providing a method of loading and unloading containers that is muchmore efficient and safer than conventional methods.

The particular embodiments disclosed above are illustrative only, as thesystem may be modified and practiced in different but equivalent mannersapparent to those skilled in the art having the benefit of the teachingsherein. The particular embodiments disclosed herein may be altered ormodified, and all such variations are considered within the scope andspirit of the present application. Although the system of the presentapplication is shown in a limited number of forms, it is not limited tojust these forms, but is amenable to various changes and modificationswithout departing from the spirit thereof.

I claim:
 1. A method of loading a first container and a second containeron a railcar, the method comprising: providing a first container and asecond container, both the first container and the second containerhaving an automatic locking system; hoisting the first container andpositioning the first container on the railcar such that the automaticlocking system of the first container automatically recesses when placedon the railcar; hoisting the second container and positioning the secondcontainer on top of the first container so that an automatic lockingsystem locks the second container to the first container; wherein thefirst and second containers are each domestic sized containers.
 2. Themethod according to claim 1, wherein the first and second containerseach have lower castings with an outboard aperture and an inboardaperture.
 3. The method according to claim 2, wherein the automaticlocking system resides in the outboard aperture of each lower casting onboth of the first container and the second container.
 4. A method ofunloading a first container and a second container off a railcar, themethod comprising: hoisting the second container off of the firstcontainer, thereby causing a locking mechanism located in each of aplurality of lower castings in the second container to automaticallyrelease the second container from the first container; placing thesecond container on a surface, thereby causing each locking mechanism torecess inside each lower casting of the second container; and hoistingthe first container off of the railcar.
 5. The method according to claim4, further comprising: placing the first container on top of the secondcontainer, thereby causing the locking mechanism located in each of aplurality of lower castings in the top container to automatically lockinto the second container.